Safety device.



No. 765,612. PATENTED JULY 19, 1904.

F. B. COREY. I SAFETY DEVICE.

APPLICATION FILED JAN. 2, 1904.

N0 MODEL.

Witnesses:

7 v lnvenbor, j l I Fred B.Corey.

Abb

UNITED STATES Patented July 19, 1904.

PATENT OEEIcE.

FRED B. COREY, OF SCHENECTADY, NEIV YORK, ASSIGNOR TO GENERAL ELECTRICCOMPANY, A CORPORATION OF NEW YORK.

SAFETY DEVICE.

SPECIFICATION forming part of Letters Patent No. 765,612, dated July 19,1904.

To all whom it may concern.-

Be it known that I, FRED B. COREY, acitizcn of the United States,residing at Schenectady, county of Schenectady, State of New York,

have invented certain new and useful Improvements in Safety Devices, ofwhich the following is a specification.

My invention relates to a safety device adapted for use in connectionwith a system 'of motor control operated in conjunction with a brakingsystem.

The invention is more particularly adapted for use in connection withsystems of train control as applied toan electrically-propelled vehicleor vehicles employing a braking system operated by compressed fluid.

In order to insure the stopping of an electrically-propelled train orvehicle in the shortest possible time in case of an emergency, it

has heretofore been suggested to interrupt the motor circuit or circuitsin a system of train control when the pressure rises in the brakecylinder or cylinders as the brakes are applied, so that even if theoperator fails to open 2 5 the circuit of the propelling-motors beforeattempting to apply the brakes the circuit will be automatically openedupon application of the brakes. In a system of this kind there is apossibility of accident on accountof the 0 fact that the brakes must bereleased before the circuit can be reestablished, therebypermitting atrain stopped on an upgrade to run backward before power can be applied.

One of the objects of my present invention 3 5 is to overcome theabove-mentioned difficulties and to produce a simple and effective meanswhich will insure the cutting off of the supply of current to thepropelling-motors when the brakes are applied.

0 In one of its aspects my invention comprises one or more motorsoperatively connected to a load, a braking system therefor, amotorcontroller, a controlling system for said m0- tor-controller, amaster controller for said controlling system, and means, such as anautomatically-actuated device, for rendering the controlling systeminoperative when the brakes are applied. By such an arrangement I amenabled to employ a small, simple, and

Application filed January 2, 1904. Serial No. 187,446. (No model.)

inexpensive device for controlling the automatic opening of themotor-circuit at the motor-controller or elsewhere when the brakes areapplied, since said device will not have to handle directly therelatively heavy currents flowing in the motor-circuits. This safety de-5 5 vice is preferably arranged to operate only upon an emergencyapplication of the brakes and not to operate during normal operation orservice application of the brakes.

In another aspect my invention comprises an electrically-propelledvehicle, a controlling system for the motors, a braking system, andmeans for automatically rendering said controlling system inoperative toinsure the cutting off of the supply of current to the motors when thebrakes are applied and for automatically restablishing said controllingsystem before the brakes are released.

More specifically considered, my invention consists of means, such as apneumatically- 7o actuated relay operatively connected to the train-pipeof an air-brake system and arranged as above described, to control thesupply of power to the operating means for the motor-controller in asystem of control employing master and motor controllers.

In the electrical system of train control herein illustrated anddescribed employing motor-controllers of the separately-actuated contacttype and master-controllers located at any desired points on the train Ipropose to use on each motor-car a safety device, such as apneumatically-actuated relay connected to the train-pipe the maximumpressure in which is, say, seventy pounds and having its contactsconnected in the control systemthat is, the circuit connecting themaster-controllers with the operating-coils for the motor-controllercontacts.' The device is set to open the control-circuit when thepressure in the trainpipe of the automatic air-brake system employedtherewithis reduced to a certain predetermined valuesay forty poundspressureand to reestablish said circuit when the pressure rises to thesame or another predetermined valuesay forty-five pounds pressure. Theeffect of such an arrangement, as will be hereinafter explained, is thatin the ordinary operation of the brake system the device is inoperative;but if an emergency application of the brakes is made and the train-pipepressure is reduced to the pressure at which the device is set tooperate the control-circuit is interrupted, and this occurs whether areduction of pressure is made by means of the motormans valve, theconductors valve, or by the bursting of a hose or coupling. The brakesare not released until the pressure in the train-pipe is broughtabovethe pressure at which the auxiliary reservoir and the brakecylinderequalizethat is to say, at approximately fifty pounds-and before thispressure is reached the control-circuitis reestablished.

The accompanying drawing illustrates diagrammatically the equipment of asingle car of an electrical system of train control which is operated inconjunction with an automatic air-brake system.

The said drawing represents the preferred embodiment of my invention;but it will of course be understood that my improved safety device isequally applicable to systems of motor control operated and controlledother than electrically.

Referring now to the figure of the drawing, G represents amotor-controller of the separately-actuated contact type adapted tocontrol the connections of the motors M and M and to regulate the supplyof current from the trolley or collector-shoe T to said motors. One ofthese motor-controllers is located on each motor-car of the train and isadapted to be controlled from any one of the master-controllers U,located at any desired points on the car or train. Of themaster-controllers illustrated in the figure the one at the left isillustrated indevelopment, as is customary in representing constructionsof this kind. The

train-wires of the control system which con.- nect themaster-controllers with the several motor-controllers throughout thetrain are contained within the cable 5, havingthe couplers 5 at each endof the car. A more detailed description of the construction andoperation of the motor-control system herein illustrated may be had fromthe patent to Perry, No. 687,060, granted November 19, 1901.

The source of compressed-fluid supply, here in shown as a motor-drivenair-compressor, is illustrated at 6. The main reservoir of the air-brakesystem is indicated at 7. This reservoir connects directly with theengineers valve 8, which controls the operation of the brake, beingconnected directly to the train pipe 9. The brake-cylinder 10 isconnected with the auxiliary reservoir 11 and with the train-pipethrough the customary triple valve 12 of the automatic air-brake system.

Located in the control system, preferably in the connection leading fromthe trolley or other source of current-suppl y to the mastercontrollingdevice 0, are the contacts 13,

which are controlled by the pressure. in the train-pipe 9 by means ofthe pneumaticallyactuated safety device or relay 1 1. This safety deviceis preferably constructed so as to obtain a quick opening and closingmovement of the contacts in such a manner as shown in the patent toStewart, Jr., No. 671,244, granted April 2, 1901, but may be constructedand arranged in any desired manner and is illustrated herediagrammatically as composed of a single piston 15, operating againstthe action of the spring 16, which may or may not be made adjustable, asdesired. The compressed fluid from the train-pipe enters the cylinder 17of this safety device through the pipe 18. When the pressure rises inthe train-pipe 9 sufficiently to overcome the pressure of the spring 16,the contacts 13 will be closed, and the motor-controller contacts may beoperated by movement of the master-controlling device C.

The air-brake system is normally operated at a pressure considerablyabove that at which the safety device is set to operate, and, as is wellknown, it requires but a relatively slight reduction of pressure in thetrain-pipe either by the operation of the engineers valve or otherwiseto cause the triple valve 12 to admit compressed fluid from theauxiliary reservoir 11 to the brake-cylinder to apply the brakes. Underordinary conditions of running and during the service application of thebrakes it is not considered necessary to open the motor-circuit everytime the brakes are applied; but when the pressure in the trainpipe isreduced a considerable amount, as during the emergency application ofthe brakes, the supply of current to the motors should be cut off andthe safety device should be soset that it will not operate toreestablish the connection of the control system until the pressure inthe train-pipe has risen to such a value that should it be necessary tomake an immediate reapplication of the brakes after they are releasedthe triple valve would be operated to cause the brakes to be applied.The said safety device should also be adjusted to complete thecontrol-system connections be fore the pressure in the train-pipe hasrisen to such a value as to throw the triple valve to cause the brakesto be released.

Although I have shown and described my invention in connection with anautomatic air-brake system in which the pressure in the train-pipe isreduced to cause the brakes to be applied, it will be understood that itis also applicable to a straight air-brake system or to other brakingsystems, and in the claims hereto appended I aim to cover allmodifications which do not involve a departure from its spirit andscope.

What I claim as new, and desire to secure by Letters Patent of theUnited States, is

1. In combination, one or more motors operative'ly connected to a load,a braking system therefor, a motor-controller, a controlling system forsaid motor-controller, a mastercontroller for said controlling system,and means for rendering the controlling system inoperative when thebrakes are applied.

2. In combination, one or more motors operatively connected to a load, abraking system therefor, a motor-controller, a controlling system forsaid motor-controller, a mastercontroller for said controlling system,and means for rendering the controlling system inoperative whenthe-brakes are applied and for reestablishing said controlling systemwhen the brakes are being released.

3. In an electrically-propelled vehicle, a motor-controller of theseparately-actuated contact type, a master controlling device therefor,a controlling system connecting the master-controlling device and-themotor-controller, an air-brake system, and means for rendering saidcontrolling system inoperative when the brakes are applied. a

I. In an electrically-propelled vehicle, a motor-controller of theseparately-actuated contact type, a master controlling device therefor,a controlling system connecting the master-controlling device and themotor-controller, an air-brake system, and means for rendering saidcontrolling system inoperative when the brakes are applied and forreestablishing said controlling system when the brakes are beingreleased.

5. In an electricallypropelled vehicle, a motor-circuit, amotor-controller of the separately-actuated contact type, amaster-controller therefor, a controlling-circuit, an airbrake system,and a device operated when the brakes are applied for opening thecontrol-' ling-circuit.

6. In an electrically-propelled vehicle, a motor-circuit, amotor-controller of the separately-actuated contact type, a master-controller therefor, a controlling-circuit, an airbrake system, and adevice operated when the brakes are applied for opening thecontrolling-circuit and when the brakes are being released for closingsaid controlling-circuit.

7. In combination, one or more motors operatively connected to a load, abraking system therefor operated by compressed fluid, amotor-controller, a controlling system for said motor-controller, and anautomatically-actuated device for rendering said controlling systeminoperative when the pressure in the trainpipe of the braking systemfalls below a predetermined value.

8. In combination, one or more motors operatively connected to a load, abraking system therefor operated by compressed fluid, amotor-controller, a controlling system for said motor-controller, and anautomatically-actuated device for rendering said controlling systeminoperative when the pressure in the trainpipe of the braking systemfalls below a predetermined value and for reestablishing saidcontrolling system when the pressure in the 'train-piperises above apredetermined.value.

9. In an electrically-propelled vehicle, a motor-circuit, amotor-controller, a mastercontroller, a controlling-circuit, anautomatic air-brake system, and a pneumatically-operated relay connectedto the train-pipe of the air-brake system and having its contacts in'thecontrolling-circuit, the said relay being so constructed and arrangedthat it will open the controlling-circuit upon an emergency applicationof the brakes, but not upon a service application, and will close thecontrollingcircuit before the brakes are released.

10. In an electrically-propelled vehicle, a motor or motors, acontrolling system therefor, a braking system, and means forautomatically rendering said controlling system inoperative when thebrakes are applied and for automatically reestablishing said controllingsystem before the brakes are released.

11. In an electrically-propelled vehicle, a motor or motors, acontrolling system therefor, an air-brake system, and a device forautomatically rendering the controlling system inoperative so as toinsure the cutting off of the supply of current from the motors when thebrakes are applied and for reestablishing said controlling system beforethe brakes are released.

12. In an electrically-propelled vehicle provided with a braking system,means operatively related to the braking system for insuring the cuttingofl of the supply of current to the propelling-motors when the brakesare applied, the said means being constructed and arranged to permit themotor-circuit to be reestablished before the brakes are released.

13. In an electricallypropelled vehicle provided with amotor-controlling system and a braking system, manually-operated devicesfor controlling the operation of the motors and the brakes, and meansoperatively related to the braking system for causing the motorcircuitto be opened whenever the operator attempts to apply the brakes withoutreturning the motor-controlling device to its off position, the saidmeans being constructed and arranged to be returned to its normalposition before the brakes are released.

14. In an electrically-propelled vehicle provided with amotor-controlling system and an air-brake system, manually-operateddevices for controlling the operation of the motors and the brakes, anda pneumatically-operated device operatively connected to the saidairbrake system and adjusted to cause the opening of the motor-circuitwhenever the brakecontrolling device is moved to give an emergencyapplication without first moving the motor-controlling device to its offposition, the said pneumatically-operated device being inoperative inthe ordinary service application of the brakes.

15. In an electrically-propelled vehicle provided With amotor-controlling system and an air-brake system, manually-operateddevices for controlling the operation of the motors and the brakes, anda pneumatically-operated device operatively connected to the said airbrake system and adjusted to cause the openingof the motor-circuitWhenever the brakecontrolling device is moved to give an emergencyapplication Without first moving the motor-controlling device to its oilposition and to reestablish the motor-circuit before the brakes arereleased, the said device being also adjusted to remain inoperativeduring the ordinary service application of the brakes.

16. In an electrically-propelled vehicle provided With amotor-controlling system and a braking system, manually-operated devicesfor controlling the operation of the motors FRED B. COREY.

Witnesses:

BENJAMIN B. HULL, MARGARET E. WOOLLEY.

